Internal combustion motor



Sept. 5, 1939. w. M. FOLEY INTERNAL COMBUSTION MOTOR Filed April 14, 1936 2 Sheets-Sheet l 141/ Ill/Ill!!! i,

BMW,

Sept. 5, 1939. w, F E 2,171,689

INTERNAL COMBUSTION MOTOR Filed April 14, 1936 2 Sheets-Sheet 2 2 I I 5 5 I i ;-l'g. E 7ZZZz'0/r/z ZZZ Ziggy,

Patented Sept. 5, 1939 UNITED STATES PATENT OFFICE 2,171,689 iNTERNAL COMBUSTION MOTOR William Foley, Medford, Oreg. Application April 14, 1936, Serial No. 74,377

6 Claims.

This invention relates to internal combustion motors and has particular relationto those'motors wherein the fuel charge is ignited by the heat of high compression.

In the usual type of Diesel and semi-Diesel motors, the speed, compared to other types of internal combustion motors, is relatively low due to the type of ignition and combustion of the fuel within the cylinder. This relatively slow speed renders the motor Very heavy as related to the horsepower developed.

The present type of gasoline and light fuel engine is used more extensively in tractor, automobile and airplane construction for the reason that less weight in pounds per horsepower is necessary with the lighter fuel engine construction than in the heavy-fuel types. However, the fire hazards with the lighter fuel engines, make the heavy fuel engines more desirable except from the standpoint of weight in pounds per horsepower delivered. This fire hazard is less in the heavy fuel type of construction for the reason that in case of any accident, the heavy fuel is not easily ignited.

It is therefore clear that considering economy and safety the heavier fuel engine is superior and if a heavy fuel engine gives the same or greater horsepower per pound of weight, this engine is much more to be desired. Such an engine will not only be useful in ships, railway locomotives and self-propelled railway cars and all heavy work but will also be applicable to tractors, automobiles of all kinds and to airplanes.

The primary object of this invention is the provision of a heavy fuel internal combustion motor.

Another object of the invention is the provision of a heavy fuel internal combustion motor which Will have greater speed than the usual types and Will consequently give a greater horsepower output per pound of its weight.

A further object of the invention is the provision of an improved injection and compression means.

A still further object of the invention is the provision of an engine wherein the fuel is fed into a combustion chamber at low pressure independently of the compression stroke, the cylinder and combustion chamber being then placed in communication at the end of the compression stroke to produce the ignition and combustion for the power stroke.

A still further object of the invention is the provision of an engine wherein, during operation, the fuel is injected into a hot combustion chamher where it is vaporized independently of the 7 Fig. 1 is a cross section of an internal combustion motor with my invention applied thereto.

Fig. 2 is a layout of the valve operating cam and its coacting lifting rod and the fuel pump.

Fig. 3 is a view of upper portion of Fig. 1 with both valves closed.

Fig. 4 is a view similar to Fig. 3 but of a fourcycle engine.

Fig. 5 is a view similar to Fig. 2 but of a valve lifting mechanism for a four-cycle internal combustion motor.

Figs. 6 and 7 are fans mounted on an auxiliary shaft which may be used to assist in filling and exhausting the cylinder.

Referring particularly to Figs. 1, 2 and 3, I designates the cylinder wall of a tWo cycle internal combustion motor, I l the piston, l2 the space above the piston which is a part of the cylinder space. A connecting rod I 3 is connected to the usual wrist pin of the piston I I at its upper end and its power end to a crank I4 of the drive shaft l5.

At a point near the end of the pistons downstroke is the usual exhaust port l6 and slightly beyond the exhaust outlet is the air inlet port IT. This arrangement is such that when the piston is near the end of the working stroke, the exhaust port will be opened permitting escape of the spent gas and immediately thereafter fresh air is permitted to enter through the air inlet IT. The action of getting rid of the spent gas and getting a fresh supply of air with the cylinder, is assisted by one or more air pumps indicated in Figs. 6 and 7, connected to the port IS with suction or exhaust and to the port I! with a source of air pressure.

Connected to the drive shaft I is a cam I8 having a lifting surface l8 A lifter roller I9 is suitably mounted on the lower end of the lifting rod 20. This lifting rod has an adjustable head 2G which contacts with a rocker arm 2| for a purpose to be described. It will be noted that the rocker arm 2! is fulcrumed on the pivot pin 2| which is mounted on the motor head 22. Within the motor head 22, in the embodiment herein described, are the most important features of my invention.

In some types of oil engines, it is necessary to have auxiliary high pressure pumps to force the oil into the engine at high pressures. These pressures run into tons per square inch in some types. With my invention the oil fuel is fed in through the pipe 23 by gravity or a low pressure pump of any suitable typeas at 23*. This pump supplies the fuel which passes through the fuel duct into a small chamber 24 which is always connected to and forms a part of thecombustion chamber 25. A needle valve 23 controls the admission of fuel to the chamber 24.

The cylinder chamber 12 is connected to the combustion chamber 25 by two valve ports 25, and 21. These ports are provided with valve means which control the connection between the cylinder space and'the combustion chamber. To provide these valve means, I have illustrated two valves 28 and :29 which as here illustrated, have upper cylindrical portions 28*, 29 and poppet valve heads 28*, 29 which seat in and control the ports 28- and 21, respectively. Between the upper cylindrical portions 28 129 andthe valve portions 28 29*,respectively, are stems 28, 2%! which are preferably'smaller than the upper portions of the valve. At the top of the valve are provided smaller portions 28 29 and the springs 28,29, respectively.

The space around the respective stems 28, 29, form chambers 24, 3B which are actually the end portions of the combustion chamber 25.

It isto be understood that the particular type of valve is only illustrative and that any other suitable type of valve may be used'with this invention.

The operation of an engine of the two-cycle type made according to my invention, will now be described. It is to'be understood, however, that the invention operates as well with the four cycle type of engine.

During the compression stroke, the ports 26, 21 are closed by the valve members 28', 29 and the fuel oil, underthe ordinary low pressure pump 23 or by force of gravity, is 'forced into the space 24 forming a part-of the combustion chamber or tube 25.

Pure air having-been taken in through the port I! at the beginning of the compression stroke, is compressed as'the piston moves from the lower position to theupper position. The relation of the cylinder capacity at the beginning of the compressionstroke to the capacity at the end of the compression stroke is' such that the temperaturedeveloped by the compression, will ignite the fuel oil when contact is made, as will be presently described.

The cam, surface W of the cam i8 is so placed that as the upper end of the compression stroke is reached, the rod 20 will lift the outer end of the I rocker arm 2| in a movement to open both valves.

The adjustable head 20 or the: adjusting screw 21 or both may be provided to control the exact point at which the valve 29 will be pushed downwardly by the adjusting screw 2I of the lever 2!.

However, it is preferable to have the valve 28 open the port 26 just immediately prior to the opening of the port 27. To bring this about an adjusting screw 2! is provided to contact and operate upon the upper end of the valve 28. This adjusting screw is secured in adjusted position by any suitable means as a lock nut. By adjusting this screw 2|, it is possible to have the valve 28, open slightly ahead of the valve 29 A downward adjustment of the screw 2l causes an earlier explosion and a longer interval of time between the opening of the valves.

When the valve 28 opens the port 26, the compressed air contacts the oil and immediately ignites it. This compressed air rushes the whole length of the hot combustion chamber, taking the fuel oil with it and thoroughly atomizing it, igniting the whole mixture. At this point, the valve 29 opens the port 21 and the burning gases, resulting from the ignition of the vaporized oil and compressed air, rush out past both valves. By this time, the piston is in position to take its pressure from the gases and the working stroke begins. After the engine has been warmed, the oil will begin to pass into the gaseous stage as soon as the oil enters the combustion chamber or-tube-25. This is caused by the heated walls of the chamber.

Particular attention is directed to the fact that the large cylindrical portion 28 of the valve stem has a lower edge which closes the port from. the fuel line 23, as soon as the. valve 28 opens the port 26, and opens the fuel line connection to the chamber 24 as "soon as the valve 28 closes. 'As the entering oil contacts thewarm surface of the combustion chamber, it begins to become gas and by the time the valves 28*, 29 are both open, there is no liquid or suspended oil particles present. This converted fuel mixes readily with the air as the ports 26, 21 are opened and a complete mixture. results. The result is that there is no tendency to preignition and high speeds with a smooth action is the result.

As the'end of the working stroke is approached, the valves 28', 29 close the ports 26, 21, the part .28 of the valve 28, opens the port of the fuel line 23 and a new charge of fuel oil starts to enter the hot combustion chamber.

As the piston approaches the bottom of its stroke, the exhaust port 16 is uncovered and the exhaust gases-escapeassisted by exhaust means such as a blower pump (not shown) as already mentioned. An instant later the inlet air port I! is uncovered and by means of an air pump such as a blower, fresh air is forced in, assisting the exing the compressed air from coming into contact with the fuel until the end of the compression stroke .is reached, is one of the most important features of the present invention. It renders high speeds and very accurate timing possible and causes efficient operation of the engine with all kinds of liquid fuels including heavy fuel oils, alcohol and any of the vegetable oils and even coal dust.

The timing can of course be controlled by a predetermined setting or'by' a modified form of any of the manual or automatic setting devices familiar to those skilled in the art.

As the gases passing the ports 28 29 in the initial stages of burning do not cause great damage tothe valves, a longer valve-life is obtained than is possible with the usual exhaust valves. of the four-cycle engine.

In constructing the large cylindricalportions 28 29 of the valves 28, 29 the usual oil grooves or :piston' rings maybe used. Improved metals having a low coefficient of expansion, make possible the eificient use of oil grooves or good results may be obtained by using some of the newer alloys without either grooves or rings.

In the embodiment described, the valves 28 29 do not have to remain open until the piston has reached the bottom of the working stroke.

The water-cooled type of motor is illustrated but it is to be understood that the invention is applicable to the air cooled type as well.

Any of the suitable governor means may be applied to control the speed when the engine is running without load.

Having no magneto or wiring to become wet, this motor is particularly useful in rain and near water. For example, a seaplane in taking off frequently throws water and its wiring becomes wet. And again, rising bilge water in marine motors, sometimes gets in carburetors. In the present invention, water on the engine has no effect. It will operate in any position and will accelerate well at all times regardless of temperature.

In Fig. 4 I have diagrammatically illustrated the cylinder head of a four-cycle engine having an intake valve 40 and an exhaust valve 4| which are operated in the usual and well known manner. The other parts illustrated are operated from the cam shaft in a manner already described.

While I have shown and described an embodiment of my invention, I desire to have it understood that the disclosure is merely illustrative and that modifications and changes may be made without departing from the spirit of the invention and within the scope of the appended claims.

Having described my invention, what I claim is:

1. An internal combustion engine comprising a cylinder, a piston, a fuel oil line, a combustion chamber adjacent the cylinder, a plurality of independently operable valve means controlling the connection between the fuel oil line, combustion chamber and the cylinder, and spaced from' each other, means for closing the valve means to out 01f communication between the cylinder and combustion chamber at the beginning of the compression stroke and at substantially the same time opening connection from the fuel oil supply to the combustion chamber and at the end of the combustion stroke to close the valve means connecting the fuel oil to the combustion chamber and in rapid succession to open the connections between the combustion chamber and the cylinder.

2. An internal combustion engine comprising a cylinder, a piston, an elongated combustion chamber adjacent the cylinder, 2, fuel oil line leading from a. source of supply to the com bustion chamber, a port connecting the combustion chamber and cylinder, a valve member controlling the connections from the oil line and cylinder to the combustion chamber, the valve member having a portion so placed as to cut off the fuel line when the port is open, a second port between the cylinder and combustion chamber and a valve member for said second port, and means for closing the valve means to cut off communication between the cylinder and combustion chamber at the beginning of the compression stroke and at substantially the same time opening connection from the fuel oil supply to the combustion chamber and at the end of the combustion stroke to close the valve means connecting the fuel oil to the combustion chamber and in rapid succession to open the connections between the combustion chamber and the cylinder.

3. An internal combustion engine comprising a cylinder, a piston, an elongated combustion chamber adjacent the cylinder, a fuel oil line leading from a source of supply to the combustion chamber, valve means for controlling the entrance from the fuel oil line to the combustion chamber, a port connecting the combustion chamber and cylinder, a second part spaced from the first named port and connecting the combustion chamber and cylinder, valve means for controlling the openings and closing of the ports and means for closing the valve means to cut off communication between the cylinder and combustion chamber at the beginning of the compression stroke and. at substantially the same time opening connection from the fuel oil supply to the combustion chamber and at the end of the compression stroke to close the valve means connecting the fuel oil to the combustion chamber and in rapid succession to open the connections between the combustion chamber and the cylinder.

4. An internal combustion engine comprising a cylinder, a piston, a combustion chamber adjacent the cylinder, a fuel inlet to the combustion chamber, a plurality of valve ports between the combustion chamber and the cylinder, independently operable valves for controlling the ports, means for positively opening the valves at different but closely successive times and means for cutting off the fuel inlet not later than the opening of the first of said valve ports to open.

5. An internal combustion engine comprising a cylinder, a piston, a combustion chamber adjacent the cylinder, a fuel oil line running from a source of supply to the combustion chamber, a port connecting the combustion chamber and cylinder, a reciprocating valve member alternately opening the connection from the oil line to the combustion chamber and from the cylinder to the combustion chamber, the connection from the fuel oil line to the combustion cham ber being open when the valve connection from the combustion chamber to the cylinder is closed and vice versa.

6. An internal combustion engine comprising a cylinder, a piston, a combustion chamber adjacent the cylinder, a fuel oil line leading from a source of supply to the combustion chamber, a conical port connecting the combustion chamber and cylinder, a reciprocating valve member having portions controlling the connections from the oil line and the cylinder to the combustion chamber, the fuel line portion of the valve member being positioned to cut off the fuel line when the port to the cylinder is open and to open the oil line connection when the port is closed, the valve for the conical port being of corresponding shape.

WILLIAM M. FOLEY. 

